Block-signal system.



M. R. JULIAN. BLOCK SIGNAL SYSTEM. APPLICATION FILED .APR. 2. I913.

3 SHEETS-SHEET I.

Patented June 26, 1917.

M. a. mum. BLOCK .SIGNAL SYSTEM.

, MHICATION FILED APR. 2, IBIS. v 1,230,903. I Patented June 26. 1917,

3 SHEETS-SHELA 2.

M. R. JULIAN. BLOCK SlGMAL SYSTEM. APPLICATION FILED APR. 2 ms.

Pn t ented June 26, 19

form of block signaling gmeer running by the signals, eitherthrough UNITED STATES PATENT OFFICE.

MARSENA R. JULIANv OF BIRMINGHAM, ALABAMA, ASSIGNOR TO JULIAN SIGNAL COMPANY,-OF BIRMINGHAM, ALABAMA, A CORPORATION OF DELAWARE.

BLOCK-SIGNAL SYSTEM.

lie it known that l, lWAHSI'INA l1. Jl'LiAN, citizen of lhe lnited States, residing at Birmingham. in the county of .leflerson and State of Alabama, have invented certain new and usel'ul lm| )rovcmeuts in Block-Sig" nal Systems. of which the following is a specification.

My riurcntipu. relates to' block sigualil'lg systems, and particularlv to track-controlled block signaling systems.

i The primary object of my invention is the provision of a blocksigualiug system in which the signaling mechanism is not disposed besid thc track. as in the ordinary lor'm ol, block signal but is carried within the cab of the locomotive and is electrically actuated by the closiug or opening ofthe signal circuits alongside the track. thus reducing the danger present in the ordinary system of the eniuadn'afteuce or by intention.

. A further object oi the invention is the provision of a block signaling system in which the signaling mechanism is carried in the. locomotiviii-ab and is actuated by 'clec trical engagement with certain track contacts *operatively connected to certain circuit closing and opening devices actuated by the presenceiof a train upon another block.

Still another object is to provide means disposed upon a train and actuated by the setting of certaiirtrack contacts whereby a clear signal may be train is on cautionary signal may be given if a train is "on one of the connected blocks, and wheresignal may also be by -a danger a connected block.

train is upon Still auotherobjectis to provide .means' operating in connection with the actl'iation of either the cautitmary signal or the danger signal whereby the brakes of the'train will be set when either thecautionary signal or the danger signal is given, thus bringing tln tram'to a stop, this mechanism being so iconstructml that it will require a manual resetting of the mechanism by the engineer in order .either to avoid the setting of the.

brakes .or to unset the brakes,

A l llltllll';.UlijtfltlS' to provide means whereby the setting of the brakes is'accrmr,

plished by venting. the train pipeupon an actuation of either the cautionary or the danger signals.

Specification of Letters Patent.

I disposed in the given to said train if'no.

given if a Patented June 26 1917.

Application filed April 2, 1913. Serial Nb. 758,452.

A still further object is to provide in con: nection with the signaling mechanism as above referred to, means whereby a record shall be made of any of the signals received.

Another object is to provide means whereing circ-uits will cause the setting of the brakes, and still anothenobjectin this con,- nection is'to provide. means whereby any dcrangement of the circuits of the signaling mechanism onthe cab will cause. the setting of the brakes when the train reaches the end of one block and before it enters upon another block.

Still another objeet in this connection is to provide means operating in connection with the clear signal whereby a circuit may be broken-to vent the train pipe, unless the track contacts and their connections are operating properly to give a clear signal,

A further object in'thisiconnection is to provide a cab signalingmechanism including :rdivided circuit, means disposed in one branch of the circuit adapted to electrically engage with a track contact whereby to actuate the sigiialing mechanism, and means other branch of the circuit adapted to break the circuit through said br'anch and actuated by mechanical engagement with a track member whereby if no circuit should be completed through the track contactthe circuit in thesecond branch will be mechanically broken, and further in this connection to provide means whereby the mechanical breaking of the circuit named branch will set the. brakes'oifthe train unless the circuit has been completed through the first named branch of the ci'rcui A further object is to'provide acontact -sli 'oe adapted to engage. a track contact, this ;eontact shoe havmginounted in conjunction therewith a circuit breaking device adapted to engage amember mounted between the rails of the track, the contact shoe and said circuit ln-eaker being mounted respectivelv in two branches of a dividedcircuit.

()therobjwts will appear in the course of the tollowmgdescription.

panying drifivings whe ein;

-sigual, recording mechanism.

Fig. 3 is a diagram of the. wiring of the any derangement of the track or signal.

Y 10; My invention is illustrated in the accomcahvsignal. the figure also of a track and a certain portion of the, track system wiring I Fig. l is a diagram of the same character as Fig. 3 but showing the. preferable manner of 'wiringthe signaling system on the (.tlll.

Fig. is a side elevation of the clearing contact shoe. 1

Fig. 3 is a fragmentary plan viewot' the contact shoe shown in Fig. 5.

Fig. i is a detail view ofone of the track contact switches used in connection with my signaling mecln'inism.

Fig. 8 is a detail plan view switches. a a I 1 will first describe the cab signal mechanism. .This is illustrated in Figs. 1. and 2. This signaling mechanism is carried'upon the engine and is for the purpose of giving either a clear, a cautionaiy or a (hunger signal. and in the last two cases automatically applying the brakes. Asseenin Fig. 1, I proride three pairs of electro-m'agnets dcsignatedrespectively 80; 81*" and 82", and armatures coacting therewith and designated 84, 85 and 86", the arn'lature Hi (migrating the clear signal mechanism, the armature 86 actuating the dali'ger signalmechanism and the arn'iature 85 actuati'ng'tlnz cautionary signal l'i'iechanisn'l.

Disposed in advance of the ends of these arinatares is 'wmctallic frame. designated 230 which is in the form ofminvcrted U. The two' --downwardly exten ing ends of this irame230 are connected by means of a cross lJiH' 231. while the upper .end of'the frame includes a cross Passing vertipiece 30". eally dmvnward througlthe memlmrs 230 40 and 231 are the guide re s 232 and slidably mounted upon these guide rods is the slide 233. This slide ordina, l v held in a raised position by ncans ofa sprlngZ -H and formed -1ntegral with the slutez m is anfoutwardly 5 projecting cont-act idfiid having a dm-vnwardly beveled Vssharmd head 236 which is adapted torl1g: ige \\'|l;l1 spring contact fingers 237.

' Disposed at the middle of the frail-1e are the. vertically extending guide rods 238, and Slidably mounted upon these guide rods is,

thcslide 239 having the outwardly project-' -ing contact n'ien'iber 240, also provided with a head having bevel faces. This slide 23;!)

is urged downward by means of a spring 239. -Slidably mounted upon the rods 238 and disposed interiorly of the slide; 239 'is theslide 241 whose lower end is angularly bent for the passage of the rods 238. "The lower end of the slide 241 is formed 50 with an outwardly projecting arm 242 to which is connected a spring 24-2 which is connected 'atits upper end tothe crossbar 230" and which acts to draw the slide 241 upward. The slide 241 is formed on its rear showing a portion.

of one of said the spring 247'and the edge with a projection 243 formed with an inclined edge. The slide 23$) is held in a raised position against the force of the spring 239 by means of a spring pawl 244- which engages a notch in the slide 339 and this springpawl will be shifted out of engagement with the slide 239 by means of this incline 2-13 when the slide-241 is forced I downward.

At the opposite en d'of the frame 230 there are provided the vertical guide rods 245 upon which isslidably' mounted the slide Q-hTS-whicli is urged downward by lncansof the spring 247. This slide has projecting from it a contact member-248 which is insulated from the body of the slide, however;-

and also has a head formed with downwardly converging or beveled contact faces.

Slidahly mounted upon'the rods 2+5 and disposed interiorly of the slide 246 is the slide 249 this slide bein nr ed n nvard by 9 v r I h spring 210 and having a proportion 251 with an inclined lower means of the jectlng face. The slide 246 I held upward by means of the spring pawl 202 which engages a notch or ratchet tooth in theslide 246 and which is engaged by theinclined edge portion 251. on the slide; 249.

The slide 233 is formed with an outwardly projecting arm shown in dotted lines in Fig. land which is -('lesignated 254 aml-wvhich arm extends beneath the extremity of the armature 84'. When this armature is depressed by the energizing of the magnets 80", the slide 233 will he forced downward against the vl oirce of spring 234 and this will. brin the head. 236 into contact with the contact fihgers 237 for a purpose to be later stated. The slide 241 is also provided with an outward extension 255 which projects he neath the armature 86" in position to'he engaged thereby upon'a; depression of the armature. Whcn this armature 8G is de-' pressed it will force down the slide 241. The. inclined face projection'243 will as; a conse- 'quence-come in contact with the pawl spring .244- and force, the same With the-slide 239, whereupon the slide will slide 249 to move downward, whereupon the inclined edge projection 251 Wlll engage the pawl 252 and release the pawlfrom its engagement with the slide'246, whereupon the slide will-be drawn downwardhy means of Contact member 248 will be brought in electrical engagement with the resilient contact fingers 258.

out of engagement .as for instance a. locomotive or ed by a conductor danger signal shoe Iside of the headlight the tam relays as will be later Disposed so as to I contact piece 240 is a contact finger 259, and projecting'over the contact member 248 is a contact finger 260. It will be seen from Fig. 1 that the contact pieces 340 and 248 are normally in engagement with the contact fingers 259 and 260, but that when the slides 23-9 and 246 are drawn downward by the springs, the contact pieces 24A) and-28 will break contact withthe fingers :55!) and 260 and make contactwith the fingers 256' and 258. The slides 23%,

all connected to a generator 271. The contact finger 25!! connected by a wire 26] to the contact member 248. From the double contact fingers 256 extend the wires 20! and 263, the wire 262 extending tothe red lamp or danger signal 30; while the wire 263 extends to certain recording apparatus which will be later stated. From the double contact finger 258 extends one wire 26% to a green lampor cautionary signal and a wire 205; 150 extends from the contact fingers 258 to t e recording apparatus, as will be. later stated. From the contact finger 260 extends one wire 266 to the white light or clear signal, and also a wire 26? \Vllltll. extends to certain valve operating mechanism whichwill he later stated.

The wiring on the locomotive is illustrated in diagrammatic view in Fig. 3. lieferring to this diagram ri(1, designate the rails of a track and (l the trucks of a car,

tender running on these. rails. This car carries upon it the three shoes 268, 26!) and 270. These shoes areof the form illustrated in Fig. (3. Mounted on the trainis the headlight generator or other source ot'current 271. The shoe 270 is the clear signal shoe and this shoe is connected by means of the conductor 272 to the I magnets 80, and fronrthcse magnets a conductor 273 runs through theisignal bell 27 lto one-side of the headlight generator 271, the other side of the generator bring groundlhc shoe 26!) is the and is connected by to the magnets 27? totconducthis conductor .271. 'l'hc shoe and is connccted by means of the conductor 278 to the magnets 82 and thence by wire 27!) to one means of a condl'ictor 276 81 and thence by conductor tor ATI-tand thenceby way of 'mndur'ctors277 and 273. it will thus be seen that whenever one of the shoes comes ,in contact with its appropriate track con tact switch, as will be later stated, current pass from the headlight generator through the. corresponding set of magnets 80", 81*01 82 to the shoe, thence from the track contact switch to the track or to cerproject over above; the' position is 239 and 246 areand normally generator by means of described, thus actuating the corresponding magnets 81 or 82, drawing down upon the corresponding armature of said magnet and actuating the appropriate signaling mcchanisml Mounted upon, the engine in any suitable a train pipe 2st), preferably formed with a whistle or other like signal designated 2H1. This train pipe 280 is provided with a vent valve 282 which is normally closed and which is o wratcdby means of an arm 28 constituting an armature and controlled by elcctro-magnets 2H4. 'lhrse magnets are constantly energized and when energized hold thearmaturc arm 283 in the position illustrated in Fig. 3- but when dcencrgized permit the armaturearm to drop, thus opening the valvc vent'ing the train pipe and putting on the brakes ol' thetrain. I do not wish to be limited to any particular means of venting this train pip.- as it is obvions that a number of ditlercnt forms of valve construction might be. used. all capable of operation by means of an clcctroanagnct and all operating in practically the same way; I

One side of the generator 271 is connected by means of a conductor 2827 to all of the slides 23%, 24m, 239. and from the extends a-conductor 267 to these magnets 284. As illustrated in Figs. 1 and members 240 and are nornmllyboth in contact with the contact fingers Qfitland 260 and thus a slight current is constantl passing from the headlight generator alongjthe conductor 2.8.7 through the slide 23!) to'the linger 259 and thence by wire 26] to the linger 260 aml thcncc by wire 26? to the chwtro-lnagm-t 2S4. 'lhisnmgnct 284 is connected by means ol"conductor 286 to an ar mature 2H7 controlled by a constantly .cncr gized magnet 288. This armature normally contacts with a conductor 28!) which in turn is connected with mally fcoutrollcd by an clectro-lnagnct 291 connecting with a ground by a win- 292.

linger 20d 3, the. contact.

a second armature enema The magnets 28 2!)! arc'ct'mstantly cner I gizcd and as a consequence the wire 286 is nori-nally connccttal to the ground 292; Thus at all times a current passes from the headlight generator 271 through the magnets 284 to the ground 292. When, howcvcn, for any rcas'onthis circuit is broken and the magnet 284 is dci ncrgizcd, the armature 233 will drop and thus vent the trainv pipe 280 applying lll( llltll\'(H.

rlc-ar shoc should break orbe the. lamp 294 will go ollt and notit'ythcv engineer of the break or disco]incction. Magnets EnflXand 291 are high resistance magnets and a -constant low current fiowsthrough them. This current, howtwer, is not sull cient to energize the magnets 81, as these are low resistance magnets. l ft-he danger or 4 brake when a clear signal is received which means that there is noth ng on the track ahead, but it is necessary to apply the brakes when either acautionary signal or a danger signal is received- The magnetfzhs is connected by means of the conductor 297 to the cautionary shoe 268. The magnet 291 is con elected by means o1 the conductor 298 to the danger shoe 269. The contact shoe 27(J'is connected by means oi; awire 299 through a lamp 294 to a ground. Each of these magnets 2%, 291 are connected to a ground. In asmuch as each of the shoes 268, 265) and 270 are'connccted at all iimes to the headlight generator, at current will pass from the headlight generator through the wires 273, 277 and 27!) to the several shoes, and from thence current will return along the wires 297,298 and 29$.) to the magnets and so to ground, and the magnets 28$,- 2$ 1- will be constantly energized. lt willbc understood that the current whiclrthus passes'tlirmigh the mag nets 28-1- and through the magnets 288, 291 has not sufficientstrength to operate the magnets H0, 81: and 82 but is of suflicient strength to energize all the other magnets.

lit the nornial position of the parts as illustrated in the diagram, Fig. 3. acireuit is completed as before explained from the generator 27! by way of wire 285 to and through the slide 239, the finger 2-55), wire 261,1110. contact member 248, the finger 260,

the wire 26'? through the magnet 28% and thence by wireQSG and the several a'rmatures and contacts 287, 285), 25.90 to the ground 292. l t', however, the cautionary shoe, for in; stance, 268 contacts with a cautionary track contact.swi-tch, which is grounded-by the means hereafter described, then ci'irrent will pass from the generator through the cantionary magnets 82. This will draw down the armatln'e 8F forcing down the slide 246 and ln'eaking the connection between the contact member 24-8 and the finger 26 d, thus breaking the circuit through the magnet 284 causing the arm 283 to drop, thus setting the brakes i I If the dangershoe 269 strikes a danger track contact member which is connected to the ground as later described, a circuit will be completed through the magnet 81 drawing down the armature 86. This will cause the downward movement of the slide 239 and hreakfthe contact between the contact member 2410 and the contact fil'iger 259. Thus the circuit will be'broken through the magnet 284 and the armature lever 283 will drop. It .for any reason these circuits are accidentally broken, the armature lever will drop, and if for any reason the circuits leading to the magnets 288 and 291 shouldbe ln-oken, the circuit through the magnet 28% would be broken and the armature lever would drop. 'llhus any derangen'lent of the operative mechanism will cause the putting on of the brakes, or the contact of the ap propriate contact shoe with either adangei. track contact member or a cautionary track contact member will cause the setting of the brakes.

I ha re. showi l a bell 274 placed in thecir-. cnit extending between the generator and the clearingmagnets 80 and when a clearing impulse passes through the wires 272 and. 273, this bell 2H will be sounded. -l, have" also provided a series of signal lamps design'ated 300,301 and 302.

All of these lamps V are. connected on one side to a common constantly burning when the parts are in normal. position, and only upon a depression of either the cautionary slide 246 or the (langerslide 289 is this circuit through the White light or clear light broken.

The lamp 301 is green and aetsas the' cautionary signal. As before stated," one ternn'nal of this lamp is eonnectedjto'the ground M3. while the other terminal is connected by means of a wlre 26} to the contactfingers 258. Thus when the slide 2461s de pressed so as to-hring 'itscontact member 24-8 into engagement with the fingers 258; j

a circuit is -ompleted from the headlight generator by w a y' of wire the head 248. the fin er 258 and the Wire 2285 to slide 239,- thence through finger 259,-eonductor 261,

Qty} to and'through the lamp 301 and back to the ground s03, When the cautionary magnets SPare actuated therefore, the green light will be displayed.

The danger li ht is desi nated 302 andis I c t" 8 red in color and is connected on one side to the groum'l 303 and on the other side by means of conductor 262 to the contact fin gers 256. -Thus when the slide 239 is depressed by an energizing of the magnets 81, a circuit will be completed from the head light generator through the wire 285 tothe slide 239, thence by the contact member 240 to the contact fingers 25(3 and wire 262 through the dangelqlight.

The recording apparatus which isillusi thence by trate'd diagrammatically in Fig. 3 is ofsimple construction.

[A record tape .is used haying transversely extending time gradu ations and having three longitudinally ex it will of course be lllltlt'l'StUOtl that the relay eireuits or other n'ieelianisins controlling the grounding of these various eontaets will be such that as soon as the track conditions, which were sueh as would require either being grounded. are changed, their grounds will be broken. As many types of track wiring systems for groinid'ing'and opening the grounds of traek eontae-ts or for correspondingly operating solenoids or other sig naling meehi'inisnis are well known and as no such system forms any part ofi my present, invention. 1 have not. deemed it necessary or advisable to-illnstrate one.

It will he elear that whenever the clear signalshoe zoo engages a grounded clear contact 320,11 eireuit will be'tornied from the grounded dynamo 271 through the hell 274. wire 273. magnets 80. wire Niliiiid shoe 26am the ,tiark eoiitaet 3-30 tttltl so a)" the ground. This eircuit will ring the signal 'bell 27st,. energize the magnets R0? and short=eireiiit the light 294-. The energization of the magnets 80 will cause the slide 233 to move into engagement with the contaets 337 and thus form a eireuit from the grounded dynan'io 271 through the wire 2545, slide 233. eontarts 33?. wire 310 and magnet 306 to the ground. eaiising the reeorderto reeoi'd the reeeipt ot a clear signal. while the. white light 300 will eontiniie to burn.

As soon as'the Clear signal shoe has passed out of engagement with its eontaet the strong eieeuitthrough the magnets 80 will because of the absenee of the signal, would be warned of existing trark conditions.

Goin ii )on' the assum 'iti'on that the traek i l" i is clear. no danger signals or caution.signals will he received and the train will proeeed from liloekto block. reeeiving the above deseribed clear s gnal at eaeh block. If. how

ever, there is a. train a prigletermined -distanee inadvanee or at the rearof the train proceeding through a block, whereby the, ea-ntio'nary eontact 322 is grounded when the i caution signal shoe 260 engages sueh track contact, the train will be stopped n the $01 lowing manner. The eireuit from the grounded dynamo 271 through theinagnets 82 and wire 278 and oaution shoe 268 will begrounded through the track eontaet'322. -As t result. magnet 288M111 be short-en,- i

suited. 'The short-oireuiting of the magnet.

288 will eause the breaking of the circuit through the magnet284 andthe opening brakes.

ot' the valve 282 to vent the train lii and stop the train, through the magnets 3H4 is add tionally opened. due to the eiiergization ot' the magnets F42 and movement ot the slide iZ-l-ti out i of engagement with tlieiroiitaet 200. This 1Il(i\'(ll'ltllt, ot the slide also breaks the eirouit through the dynamo 1T1 through the wire 2H5, slide 244'. eoiitaet itlti. wire 266 and white liglit -ltiti to the ground 303. At the same time. the engagement of the eoiitaut 24H ol the slide 'l-lti with the eontai'ts 35H establishes-n eirruit from the dynamo through the wire 2a.). slide 332). eontaet 2 wire 2G1 and eontaets 25H whieh then brain-lies through the wire int to the gr en light 301 and so to the ground and through the wire '36.) to the magnet 30S and so to the ground. The green light eonstitutes a notion signal and the magnet 3107 upon its energizatioii operates to record a t;iiltlt)liSiZ-.

nal. .Hter reeeipt of this signaL- the engineer may. by proper manipulation of the hand lever 303 reset the signalingmechanisin and proreed with due care in either direction whieh he deems advisable.

As soon as the danger shoe 3T0 comes into engagement with the grounded dangertraek eontaet 2321. the rireuit from the grounded (lyiiaiiio 2T7. magnetsHt and wirefliti to the eontaet shoe 270 is grounded to energize the magnets 81 and to short-circuit and thereby dei nei'gizethe magnets 291 whieh were. previously energized and to thus break the (irenit through the magnets ZR-l and apply the Fiirtlierii'iore. the di'iwnward movement of the slide 1239. raused by the energizatioi'i oi the magnets 81, will break any existing eire'uit to the magnets 29+ through the wire 126i, eontart head Lt-t3 and rontaet 2th) and also an existing eireiiit through tin-sesame wires and the Wire 2136 to the white light Illit). Again. this downward niovenient ot' the slide will eoiiipiete a eirenit l i'o n the"d vnamo li'l to the wire .1285, slide 23! and eontaets 25o will then brain-h through the wires 2G2 and 2633 to the red light 302 and magnet 30?. respeetively.

thesebranrh ('li'tllltH lighting up the red light and rausing reeordiiig ot' the danger controlled circuits. the system ma y be adapted for use upon single track lines -in which trains run in both direetionis. I have: not.

however. so'illustrated the contacts in this instance asT shall illustrate s n-h arrange.

ment in deseriliing the modified formof my invention.

The svstem lieretofoi{e"deserihed. particularly with relation to Fig. 3.-.is open .to only l iirtherniore. the rireiiit '115 signal. The engineer-can. ol eourse. re-- one objection. thatis, that no provisionas;

the wire 285, thence tothe wire 20?) to the contact fingers lever 503 by means tending-spaces, one for the registration of clear signals. the other for the registration of cautionary signals and the third for the registration of danger signals. As illustrated, the tape 304 is connecteil to a clock actuated reel and'pas. es beneath a plurality of punches 305. Mounted in conjunction with each punch is a magnet. the three several magnets being designated respectively 306, 1-507 and 308. Each punch is mounted upon an armature 309 which. is hinged at one end and coacts with the corresponding magnet. These magnets are normally de energized but when energized'the armatures are drawn toward the magne responding punch 305 will be forced into the strip 304, thus making an indentation upon the strip or otherwise registering the signal thereon.

All of the magnets 300, 307 and 308 are connected to a common ground. The magnet 300 is com'iected' by means of the conductor 310 to the contact fingers 237. Thus when the clear signal magnets 80 are energized and the slide-233 forced downward,

a circuit will be completed from the headlight generator by way of wire 285 to the slide 23 which, iselectrica lly connected to tingers237 and thence by conductor 310 to the magnet 300 operating the corresponding punch and istering the. signal upon the tape 304. The magnet 30T'is coni-iected on one side to the ground as previously stated and on the other side by mains of'wire 203 to the contact finger 256. \Vhen, therefore, the slide 231) -is depressed, circuit will completed from the headlight generator through the magnet. 30? and a danger tion will be. made upon the strip 304-. The magnet. 5308 is connecteihby means ofthe 258 so that upon the energizing of the cautionary sig nal magnets'82, a circuit will he completed from the headlight generator through the magnet 308 and the cautionary signal will be registered y I have referred to the members 305 as being punches, which implies a perforation of the paper strip .304, but I wish it understood that these members 305 may he in the nature of stylifor pens and may merely make a proper mark upon the paper of the recording strip without perforating the same.

As a meansfor replacing the slides 239 and 240, after receipt of a caution ofdanger signal, T provide a rock shaft 500' having arms 501 and 502 projecting beneath the lower ends of the slides 239 and 246. This shaft. is journaled for rotation, in any mannernot shown, and is provided with a hand of which it may be par: tially turned to act through its arms 501 and 502 to raise the slides.

posed springs 422- but will rock a and the corsignal registrable. acting track contact sw tches $520 and 321 are single act'- tiona ry of the latter The Marie-contacts are. illustrated in Figs. 7 and 8. llach consists of a rotatably mounted rock shaft 420 and having a normally upwardly projecting arm 421. The shaft. is held in its normal position by opin either direction upon engagement with one of the.

train shoes. Projecting from theshaft 420 is a metallic arm 441. and disposed on'cither 1 side of the. rock shaft are the contact members 442 and 443 having resilient contact tingers between which the arm H1 may be inserted. \Vhen one of the contact shoes 20H, 209 or. 270 reaches the contact arm. it rocks the shaft and electrically connects the rock shafts with one of the contacts 442 or 4-43. in some cases only one of the contact members 4+3 or H2is .used so that the contact will only'operate to electrically connect the rock shaft upon a movement in one direc-' Where two contact members 443 and tion. 442 are used, electrical engagement between. the rock shaft and the contact members will be secured upon a movement of the rock shaft in either direction.

Disposed at one end of each block are a pair of track contact members or switches designated respectively 320 and 321, the track contact 320 being for the purpose of giving a clear signal while the track contact 321 is for the purpose of giving a danger signal. Disposed at the middle of each block but out of alinement with the com tacts 320 and 321 is a track contact 322 (lee signed for the purpose of giving a cautionary signal. These track contact switches are constructed precisely as ill'ustratei'l in Figs. '7 and 8 and as previously described. The cautionary track contat'zt'322 is a doucontact switch while the ing and only operate by a train running on the track toward the right of Fig. 4.

Before describing the operation of the above described signal system, I wislrto point out, in a general way, the operation of the track. contacts 320, 321' and 322. Normajlly the. clear track contact 320 is electrically connected tonne of the rails or other appropriate ground in such a manner that the presence of a train in blocks a predetermined distance at either side of it will break such connection. On the other hand, the caution track contact and danger track contact 322 and 21, respectively, are normally in open circuits which may be. grounded under certain track conditions. For in stance, if desired, these circuits may 4 arranged that the present-emf a. train two blocks ahead or two blocks behind, the cantrack contact will cause grounding and that thepresence of a train within a block, in either direction of .the danger track contact. 321, will cause groundingcf such contact. Furthermore,

he so The eontaet of a, emldnetor 378 to the made whereby it the'elear signal wire breaks or-the meehanism beeomes otherwise do rangtuLthe train would be brought to a stop. In other words, no provision is made so that unde all eirenni stanees of a breakdown in the system. the train will be brought to a stop as it is entering one block and previous to entering the other. The

eab signal n'ieehanism illustrated in diagram 'm Fig. 4 is praetleally the same as thathere tofore des-ribed. but with the addition of mecl'ianisn'i designed so. that if there is anythingQno matter what, whieh will prevent a elear signal being given to theengineer upon leaving one block and before entering the next. the train will be brought to a'stop. Even if any of the wiring eonneetions were. broken. a danger signal would be given and the train brought tea stop.

Tn Fig. 4. the truek of the tender or other suitable rarrier is provided with the three eontaet shoes 351). 351 and 35:2. These shoes are of the same form as heretofore deseribed; The shoe 350 is the danger shoei the shoe 35.1 is the elea ring signal shoe or elear shoe. and the shoe $3.72 is the eantionauv signal shoe.

Mounted 'in the eab ot' the engine are the three eleetro-magnets sad. 354 and 355 eontrolling theal'llnltln'es I356. I557 aml 35H. 'respeetively. These armatnres in turn eontrol the, slides fifitLI-ltlt) and Ilfil. respw-tively. in the manner heretofore deseribed. 'lhe'niagnets ilfiilare the magnets eontrolling the eautionary signal: the Magnets 334 ('ontrol the elearing signal. aml the magnets 355 eontrol. the danger signal. v

The slide 2360 is provided with the eontat't member lt'vt)" and the slide :15!) is provided with the insulated eontaet member 3(l2. The eontaet member 36:! is eleetrieallv eonneeted by linger 3M wbieh is normally in eontaet with the eontart 361. i The eontaet member 362 is normally ineontaet with the finger 365. Disposed below the mutant llltllllNl 36:2 are the rontaet lingers 3136, and disposed below the eontaet member 361 are the. eontaet fingers 3.67. i (arried by the slide $560 is the eontaet member 360" adapted when lowered to eleetrieally engage with the. eontaet lingers 3H9. finger 2-365 is vonneeted to the. elear signal light 37:2 by wire 373. The lamp 37:2 is eonneeted to a ground 374. The

'eantionar si nal li ht. is desi nated 370 and is eonneoted by means of. wire 371 to. the

eontaet fingers 3G6 and to the ground 374 to A generator 377 is eonneeted on one side side by means to a ground and on the other three several slides 3TL360 and 361. The generator is also eon means of the wire 363 with a 375 to a danger signal lamp 376 neeted hrmeans of the eondnetor 379 to the danger signal magnets 355, whieh in turn are eonneeted by means of wire aso'to the danger signal shoe 350. The generator 377 is also eonneeted by means of the ('ondlletor 381 to the magnets 353 of theeautiomiry sig nal and these magnets are in turn eonnerted by means of a eoiulnetor 38:2 to a eautionary shoe 35:2. Y

The elearing signahshoe 351 is eonneeted by means of a wire 393 to the magnets 554. Thenee theeirel'iit passes by means of a eondnetor 384 to and th-rough a signal hell 3H5,

thenee lninal 5-387eleetrieally engaging an armature 388 which in--tnrn is eonneeted to a rontaet terminal END-normally in engagement with an armature 390. From this armature 390 a eonduetor 2591 leads through magnet coils 392 and to a eontaet member 3113; The armature 394 of the relay .392 has a bridging eontart I395 whieh norlnallyeloses a elrenit between the linger 393 and a finger 391'. This linger is eonneeted by means of a eonduetor a 397 to and through the eoils 398 of a valve. aetuating magnet. the armatureof."whieh is designated 39!). this armature operating an air vent valve 400 in a train pipe 401. From the magnets 39h extends a eonduetor 40; whieh is eonneeted to the fingr 365.

The armatures or eirenit breakers 38R and H90 are controlled by n ans of magnets 403 and 403 in a manner previously deseribed. These magnets are eaeh eonneetedon one side to ii ground; On the other side the magnet 403'is'eonneeted by means of a rend netor +04 to the danger shoeflfitl while the magnet 401%" is eoniieeteil by means of tlieaeon- (bu-tor 405 to the-eautionary shoe The eoudnetor M; is. eonneet member it]? of a. eontaet aw. 406" mounted upon the shoe 35] or in any other convenient posil ion. The other member 408 is mounted in eoiriunetion with the member 407bnt'im .sulated therefi-o'in. Rotatably, mounted in the shoe 351 is a roek shaft 40!) having an arm 410 which when inserted between the menbers 407 and 408 is adaptedto eleetrieally "eonneet the sa'|,ne ,,.the member 408 being eonneeled by a \vire 'lll to a ground .412. The roel; shaft 40! is irovidekl with u depending arm +13 and sprin s are provided on each side and designated 4H whereby the depending arm is. vieldingl v supported tin a vertieal position. 'It willbe obvious w thatwhen lgl' arm 412} is struck it will be rotated and the arm .410 will be removed from its engagement with the eontaetafli' and 40h. thus breaking the eirenit through these eontaets and thus breaking the eireuit through the wire 381". Two of these, circuit breakers are provided. one at either side of the, shoe 351 in order that one or the other of them may be operated by a single eontaet to a eomhu-tor 3S6 whieh has a terpass in both directions along the same track,

irrespective of the direction in which the train is passing.

Disposed between the track rails are the several track contact switches 415, 41.6 and 417.

trated one entire'block and a part of another block and in addition-to the above track contact switches I have also shown reversely arranged track contact switches 41.5, 416 and 417 which operate in'connection with trains goingin one direction along, the track, while the previously described contact switches operate with trains going in the other direction along the track. All of these contact switches, with the exception of the contact switches 415 and 415", are of the single type arranged to operate only upon a lrain going in one of two directions,while the switches 41;) and 4d? are arranged to operate icrcspcctive of the direction in which the train is going. lhe switch 415 so wired that .nnder clear condition s' itwisv always grounded as regards a .train going from left to right, while the switch 415 is so wired as to he always grounded under clear conditions for a train going from right to left. The wiring of the switches 415", 416 and 417 is, aside from this difl'e'rence, identical with the wiring of the switches 415, 41G and-417. I

Disposed parallel to the rails and adjacent to the contact switches llfi'and 415 which are the contact switches for actuating the clear signal mechanism is a rail 418. Preferably this rail has;1nclined ends. This rail islessin length than the corresponding sl1oe'351 and preferably is only about three-fourths as long as this shoe. It isso'disposed that theconlact switches 4 15 and 415 are at the middle of this rail. This rail is so disposed that it will engage one of the depending arms 4-13 and rotate it to a position to break the circuiththrongh.the wire 386.

;lhe operation of the system' shown. in Fig. -lis the same as heretofore described. Assuming tb:1t ,.lhc train has entered the block from theright hand end of the drawing in Fig. anihcnit the track ahead is clear, when tliei'ontzcl hoe 352 reaches the cautionary switch 417, no can- Now when' the train reaches-the ontact switches 41.5 and H6. assuming-that there is no train ahead, the slioe' .-}5;1=-will engage the conta :t:s\'v'itch H5 prior to the cngagen'icnt of the rail 418 The contact switch 417 is the caution- 'ary contact switch and is disposed at the circuit through the wire 386 will be broken,"

but prior to this time the shoe 351 will have engaged the upwardly extending arm of the contact 416 and therefore a circuit will be completed through the shoe 351. by way of, wire 383 through the magnets 35%,

through the bell 385, through eoiuluctor 386 ,v

through the circuit breaking armaturcs 388 and 390, through the magnet 392, from thence through the contact fingers 393 and am; and the bridging piece 395 to wire 397, thence through the magnet 398, thence by way of wire 402 to the finger 365, thence to the contact piece 362.,thcnce by wire 363 .to the contact finger thence by wire 378 to the generator and thence to the ground. This will cause an actuation of the armature lever 357 and the closing of the circuit through the recording 36+, thence to the slide 361,

tact fingers 396 and 393, through'the magnet i 392, thence by wire 391 and 386. to the contact members 407 and 4-08 and to the ground .412. This keeps these magnets 392 and 398 energized. The activity of the magnet 3981 holds the armature l ever'399 iniposition to close the vent valve and the activity of mag net 392 holds the plug 395 in place between the contact fingers 393 and 396.

Assuming that there is no train on the track ahead but that some derangement of the mechanism has occurred, either by the cutting or breaking "of the track circuits, or the breaking of any'ofthe circuits in the cab signaling mechanism, then when the shoe 351 on the train engages with the track contact switch 415, no circuit will he made. This will prevent a. clear signallicing given, but the omission of this clear signal may not be noticed by the engineer and'the train might run on into the next following block and into danger. It is .to avoid this that I have provided the rail 418 and the circuit breaker formed by the parts 413, 410, 407 and 408. -When the arm 413 contacts with the rail 418, the circuitthrough the contact mcmbcrs 407 and 408 will be broken and the circuit through the magnets 398 and 392 will be broken in two' p'laces. It will be broken through the contacts 4 07jand 4 08 and brakes. is the preferable system inasmuch as it is 'a system wherein allaccide-nts are'provided reestablish the circuit through the magnets 398 before he can release the brakes.

' It will be noted that if the track circuits have been set to danger, it will be impossible to get a clear signal, and if nowany of the wires of the track system break, the semen oration will be performed as just previous y described, that is, the arm 413 will strike the rail and will break the circuit through the magnet 398 causing the train to bebrought to a stop. Any derangement of the cab apparatus which would place theltrain in dan-f" 7 I V operated means for breaking the first circuit .through the brake actuating mechanism.-

ger of running into a. block already occupied, will also cause a breaking of the circuit through the ma net 398 and cause the set: ting of the bra es. circuits leading through the relay magnets l0? and 403 would also causea breaking of the circuit through the magnets 392 and 398 which would cause the train to be brought to a stop. i

It will of course'be understood that trains going in the opposite direction along the track will operate the contact switches .15,

41165 'and 417 in the identical manner above described.

In Fig. the connections to the record ing'j ap 'iaratus have not been shown inasmuch as these connections are precisely the same as heretofore described and do not in any way affect the operation of setting the The system illustrated in Fig. 4

for, and'whcrein any derangement of the track circuits or of the cab signal circuits will cause the: application of the brakes.

It will be seen thatv with my improved cab signal system not only is the engineer warned by a visual signal of a clear block or of danger, but he is also warned by means of the blowing'ofthe whistle on the train pipe and furthermore in case'this warning should be unheeded by the engineers, provision is made whereby the brakes may be thrown on, and itcan only be thrown off by intentional manual actuation of lever 503 by the engineer. I

Again'provision is made for recording the signals received by the engineer which will also record the-,time spent by the engineer waiting (with the shoes of the engine-upon the danger and clearing track contacts) for a clear signal. 7 By, the. terms vehicle and train, as

empfiiyed in the claims, I intend to indicate anyj'i'ehicle or connected vehicles adapted totriavel upon truck rails, such as a locomotivei' a locomotive and 1ts tender or what is commonly known as a tram inchlling a lotender and oneor more cars. t I Ola-HD 181 n-an electric block sign a1 system, a.

re 1e having thereon a source of energy,

The breaking of the ground 2. A block signal stem including a shoe adapted to be electrically engaged with a track contact, a signal actuating magnet, a source of energy, a circuit closer connected on one side to said source of energy and when closed *connecting with the ground, and a magnet controllinglthe circuit closer and when energized holding the circuit closer to the ground, said magnet being connected.

through the shoe with the source of energy, said shoe being connected through the actuating magnet with the source of energy, the

actuating 1a "net having less resistance than the magnet controlling the circuit closer.

3. In a track controlled block signallng system, a train-carried signal. mechanism in eluding a signal actuating magnet, a source of, energy, a. brake controllingfmagnet in circuit' with the source ofenergy, a magneticallly controlled circuit closer, the magnet of which is in andrmally closed circuit with the source of energy, said circuit closer normally closing the brake magnet circuit, a

branch counected to said'latter circuitgaind extending through the signal actuating niagnet, n contact shoe connected thereto and adapted to engage with a track contact, and mechanically actuated means for breaknn the brake controlling circuit, said means hemg disposed 111 said circuit between the and :the unction of the branch circuit. 9

4. In a block signal system, a train-carried mechanism including a constantly on ergized. braire-controlling magnet, mechanical means for breaking the circuit through the =1:rake-control]ing magnet, electrical means for holding said circuit completed,

mea'ns disposed in the track for electrical' engagement with said electrical holding means to ground the latter, and means dis- .iosed in the track for engaging said circuit.

breaking means to cause it to break said circuit.

5. In a'block signal system of the character described, the combination with, a

grounded track contact, of a train carried signal mechanism inchfding a constantly energized brake-controlling ,imagnet, a con-- .tact shoe electricallyi oonnected in oil-cg:

inv length than the contact normally held in with the magnet, a grounded branch connection forming part of the niagi'iet circuit, a rim-nit breaker mounted in conjunction with the shoe and disposed in said branch, and an actuating rail disposed in the track adjacent to the track contact and adapted to engage said circuit brialkcr to actuate the latiei' after the contact shoe has electrically engaged the trackQcontact.

(i. In a block signal system of the charactcr described, the combination with a grounded. track conta t and anactuating rail extending on both sides of the contact, of a train-carried signal incclninisin including a constantly energized braire-controlling magnet, a contact shoe adapted to electrically eiigage the track contact, said shoe being electrically connected to the circuitof said magnet, in groundm l branch connection forming part of the magnet circuit, and a circuit breaker disposed in said branch and 'iosition-to complete a circuit through the branch, said circuit breaker including a meii'ibcr adapted to be engaged and shifted by the actuating rail to a position to interrupt said grounded circuit,

' 7. In a. block signaling mechanism, the combination with a train-carried, longitudinally GXlIPlitlll'lg shoe having a cc-ruluctor leading therefrom, spaced contacts carried on the shoe and insulated therefrom, one of said contacts being grounded, a conductor leading to the other contact, a

turned to one position to establish electrical connection between said contacts and to other positions to break such connection and a downwardly projecting arm carried by the rock shaft, of a track contact member with which the shoe is adapted to engage, and an actuating rail extending longitudinally on uch side of the track contact member, less shoe and adapted to engage the depending arm and actuate the rock shaft. l

8. In a block signal system or the character described, train-carried signaling mechanism including, tionary track contact shoes, danger, clear and cautionary magnets electrically connected to the respective shoes, danger, clear and cautionary signaling mechanism operated by said magnets, brake actuating apparatus including an armature and a brake controlling magnet, means for normally holding l'liuJlI'IlllllllllQ to the bra-lie controlling magnet, meansfor breaking the circuit through the break controlling magnet upon the actuation ot' acautii-inary signal i geehanism,

means for lrrcaking'the circuit through the bra kc controlling n'iagnet upon an actuation of the danger for breai-iing the circuit through the brake midi-oilingmagnet upon'ai derangement of the actuating mechanism. is

tact shoes, danger, clear rock shaft having an arm adapted when the shaft is danger, clear and cansignal mechanism, and means gages a grounded track contact.

12. In a block signal system cab equip-i 9. 111 a block signal system of the character described, train-carried signaling mechanism including a source of electrical energy, danger, clear and cautionary coiiand (auitionar' magnets electrically connected to the respec lIlYe shoes on one side and to the source of energy on the other, danger, clear and cautionary signaling mechanisms operated by said magnets, brake actuating apparatus iiicluding' a magnet the source of energy and an ariiiatiurc cot cting with the magnet, means for breaking the circuit through the last named magnet upon the actuation of the cautionary signaling mechanism, means for breaking the circuit through said magnet upon an actuation of the danger signaling mechanism, and means for breaking the circuit through the, magnet upon a derangement of the ac tuating mechanism and when no electrical impulse is received through the clear contact shoe.

.10. In a block signal system of the charactor described, train -earricd signaling mechanism including a. source of electrical energy, danger, clear and cautionary contact shoes, danger,,clear and cautionary magnets electrically connected to the respective shoes on one side and to the source of energy on the other, danger, clear and cantionary signaling mechanisms operated by said magnets, brake actuating apparatus ineluding a magnet. in constant circuit with armature eoarta source of energy and an ing with the magnehlsignals for each of the danger, clear and cautionary signaling mechanisms adaptedto be placed in circuit with said source of energy upon an actuation of their respective signaling iiicchaiiisms, means for through the brake actuating magnet upon the actuation of either the cautionary or danger signaling mechanisms, means for breaking the circuit through the. brake controlling magnct upon a derangement of the signal actuating circuits,- and means for breaking the circuit through the brake eontrolling magnet it no electrical impulse is received through the clear contact shoe.-

11. In a block signal system cab equipment, a sourcc ofelectrical energy grounded on. one side, an cl'ectrical brakc coi'itrolling mechanism, a normally closed circuit in eluding-"the source. of energy and brake controlling niechanisin, a track obstacle. engaging'eireuit breaker in the circuit, a rclav,

which, )Vlltl] ilci ncrgizcd, breaks the circuit, a contact shoe adapted to be engaged by a.

track contact, and acircuit through the. source of energy, contact shoe and relay which is normally closed the relay being short circuited when the contact in constant circuit with breaking the 1 circuit shoe ens ment, a source oflelectrical energygrounded on one side, an electrical brake controlling mechanism, a. nori'ually closed circuit including the source energy and brake controlling mechanism, a track obstacle engaging circuit breaker in the circuit, a relay,

which, whendelinergized, breaks the circuit, a contact shoe adapted to be engaged by a track contact, a c rcuit through the source of energy, crmtact shoe and relay which is norn'ially closed the relay being short circuited when the contact shoe engages a grounded track contact, and a signal adapted to be operatedtupon the shortcircuiting of the relay.

13. In a block signal system cab equipment, a source of electrical energy grounded on one side,'an electrical brake controlling mechanism, a norn'lally closed circuit including the source of energy and brake controlling mechanism, a track obstacle engag- -'ing circuit breaker in the circuit, a second circuit forming a branch of the first, a relay common to both the first circuit and branch circuit and adapted, when deenergized, to open both circuits, and a track contact engaging. shoe included in the branch circuit and adapted, upon engagement of a growthed track contact, to maintain the branch circuit through the relay.

14. In a block signal system cab equipment, a source of electrical energy grounded on one side, an electrical brake controlling mechanism, a normally closed circuit including the source of energy and brake controlling mechanism, a track obstacle engaging circuit breaker in the circuit, a. second and no ally open circuit through the source of energy and brake controlling mecl'lanisi'n,

and a contact shoe in the second circuit adapted. upon engagement with a grounded track contact, to close the second. circuit.

15. In a block signal system cab equipment, a source of electrical energy grounded on one side, an electrical brake controlling mechanism, a normally clos d circuit includ ing the source of engrgy and brake controlling mechanism, a track obstacle engaging circuit breaker in the circuit, a second and normally open circuit through the source of energy and brake controlling i'nechanism, a.

contact shoe in the second circuit adapted,

upon engagement With a grounded track contact, to close the second circuit, a relay having its contacts common to both'circuits and adapted, when deenergwed, toopen both circuits. a normally closed circuit including the relay, and a contact shoe in said latter circuit adapted, upon engagement with a grounded track contact, to short circuit the relay. v

'16. In a block signal system cab equipment, a source of electrical energy, a caution contact shoe, a danger contact shoe, a caution relay, a danger relay, a circuit including the source of electrical energ the caution contact shoe and caution relay, a circuit including the source of electrical energy, the

danger contact shoe and the danger relay,

an electrical brake controlling mechanism, a

normally closed circuit including the source a of energy and brake controlling mechanism,

a track obstacle engaging circuit breaker in the latter circuit, the relays each being adapted, when deenergized to open the latter'circuit, a clear contact shoe, and a normally open circuit through. the source of energy and clear contact shoe adapted to be closed by grounding of the clear contact shoe, said latter normally 0 en circuit also including the brake control ing mechanism and also being controlled by the relays.

17 In a cab signal system, clear, danger and cautionary signals, a source of'electrical energy, separate circuits connecting each of the signals with the source of energ track contact. controlling means for brea ing' or closinga circuit through any one of said signals, electrical brake actuating means electrically disconnected 'from the source of energy upon the establishment of a circuit through either the danger or cautionary signal, controlling circuits for the cautionary and danger signal circuits, a pair of normally energized high resistance magnets disposed in the cautionary and danger controlling circuits, and circuit closers controlled by said magnets disposed in a circuit lead-- ing from the source of energy to the brake actuating means for applying the brakes upon the deenergizing of said magnets.

In testimony whereof I ai'lix my signature in presence of tvvo Witnesses.

MARSENA R. JULIAN. {11.8.1

Witnesses:

J. D. YOAKLEY, Fanlnzarc B. WRIGHT. 

